Underframing for railway-cars.



IA'IENTED AUG. 18, 1903.

r No. 736,739.

. Y 6.1. KING..v UNDERPRAMING FOR RAILWAY CARS.

LPPLIOATIQN FILED DEQ-26. 1902.

v No MODEL'.

No. 736,739. PATENTBD AUG. 18, 1.903.

` G. I.. KING. UNDBRPRAMING PoR RAILWAY CARS.

APPLIUATION FILED DB0. 2a. 1902. No MODEL. l

' SHEETS-SHEET 2.

lUNITED STNEES,`

Patenten August 1s, 1963'.

iPari-terr EEICE.`l

UNDERFR'AMING AFon RAILWAY-CARS.

ysPEcIroArIo'n forming part ef Letters Patent No. 736,739, dated Augustis, 190e. Applicationiiled December 2G, 1902.. Serial No. 136,704. (No model.)

To all whom t may concern: I

Be it known that I, GEORGE I. KrNG,a citi- Een of the United States, residing at Middletown, Dauphin county, Pennsylvania, have invented a certain new and useful Improvement in Underframing for Railway-Cars, of which the following is a full, clear, and eXactdescription, such as will enable others skilled Figs. 4, 5, and 6 representing the parts as shown when looking in the direction indicated by the arrows; and Fig. 7 is a broken side elevational view looking at the side near the end sill. 'y

This invention relates to improvements in underframing for railway-cars, the object of the invention being to unite in a car-frame of the type illustrated novel constructions and arrangement of parts which tend toward a simple and convenientl structure which will be very strong and durable and contain many desirable features new in car construction, all as willbe hereinafter more fully described, and specifically pointedont in the claims.

The' body-bolster or transom, hereinafter called the transom,7 is of the skeleton type,

built in with the underframing and forming an essential part thereof in the finished strucf ture. The upper plate or tension member l of the transom extends unbroken from side sill to side sill, as best shown in Figs. 1' and 4, and, as shown in the latter ligure, is bent downwardly and outwardly atits ends where it is secured to the side sills 2.

nels, in which the flanges 3 are turned inwardly or toward the body of the car, and between the web portion' thereof and the downwardly-extending portion 4 of the upper plate 1 is interposed a filler-block 5, while below Fig. 6 is a transverse view on the line 6 6, the views of The side sillsl illustrated herein are formed of deep chan#` the side sills and between them and the out# wardly-bent portion 6 of said upper plate 1 is another filler-block 7. Upon the outer side of the side sills are Z-bars 8, which form supports for the nailing-strips 9, to which are secured the vlower portion of the siding and the iiooring-boards of the car.

It will be noted that the portions 4 and 6 of the transom, the filler-.blocks 5 and 7, and the Z-bars 8 are all held rigidlyin place by securing means passing therethrough and through the side sills.

The compression member or lower plate 9 of the bolster is securedl at its downturned ends 10 by the same means used to secure the `portion 4 of the tension member to the side sills and conforms to the curve of the tension member, from which point it turns downwardly in an oblique line to the point where it passes under the center sills A, to the lateral iianges of which it is riveted, as shown. The tension member is also secured to the fianges of said center sills.

Between the tension member 1 and the compression member 9 and the center sills A A is a skeleton casting or filler-block 11, provided with a central vertical enlargement 12, A.through which passes the king-bolt 13, as

shown.

Secured to the under face of the upper iangles of said center sills at one end are bracerods 14, which extend obliquely downwardly and outwardly to a point about midway above the side bearings 15, where said brace-rods are riveted to the compression member, from which said brace-rods extend vertically upwardly to the tension4 member, where they ,are bent inwardly toward the center sills, as

best shown in Fig. 4.

The side bearings 15 are riveted to said cornpression member at each side of the point where the brace-rod 14 is secured thereto, the filler-blocks 5and 7 being interposed, as shown, between the ends of the transom, and the side sill permits of a wider curvature of `said transom members, while permitting of close contact of all the associate parts thereat.

Referring to Figs. 2 and 4, it will be noted that a plate 16 rests upon the center' sills A and between them and the tension member 1 of the transom, which plate extends longin tudinally of the transom to a point about midway between the center sills and the side sills, near which point said plate 16 is provided with oblong slots 17, said slots being located between the transom and the end sills of the car. Said plate 16 also extends over the center sills, as shown in Fig. 1, in a direction toward the end sills some distance from said transoms. Secured by suitable rivets to the under side of said plate are loops 18, provided at the ends thereof toward the end sills with angular upwardly-bent extensions 19, which tit into and are engaged by said angular slots 17. Within the opposite looped ends of 18 are held pintles 20, which pass through eyes formed in the ends o'f the truss-rods B, which truss-rods are supported at their ends thereby and pass downwardly under the queen-posts B, shown directed slightly obliquely toward the ends of the car, and it will be noted that the axial line of said truss-rods if continued would intersect the upper plate l at apoint about midway its width, thereby providing such connection between said trussrods and the tension member that strain on the truss-rods will not bend down the edge portion of the said platetoward said trussrods, and the upturned angular portion 19, engaging said slots 17 of the plate 16, will assist in securing said parts together.

Between the side sills and center sills are floor-beams C, which are connected to the side sills by means of straps c. Z-bars Sa are secured in position by means of the same rivets used to hold said straps to the side sill, while straps c connect their opposite ends to the center sills, the rivets for such connection securing the'filler-blocks 22 in position between said center sills, said tiller-blocks serving to reinforce the underframe and make the same more rigid.

Referring to Figs. 1, 2, and 6, it will be noted that the cross-ties D extend across the car underneath the center and side sills, and the queen-posts B are secured to the under side thereof at an angle to the floor of the car, extending so that the portion of the truss where the oblique portion and horizontal portion of said truss-rods meet. There are two, or at most three, truss-rods only, all of which are within the rail-lines, thus preventing interference with obstructions, platforms, dto., sometimes found near railway-tracks. Upon the cross-ties are castings 23, which extend upwardly sulliciently far to support the longitudinally-extending nailing-strips 24, to which is secured the flooring of the car, said castings having flanges 23 resting on the cross-ties D, as shown. The cross-ties if secured to the center sills and side sills will have filler-blocks (Z interposed between said ties and sills at one edge thereof, because of the angularity of said cross-ties. The end sill is formed of a Z-shaped member 25, one flange 26 of which extends below the ends of the side sills and center sills, as shown in Figs. 2 and 7, while the opposite flange 27 projects outwardly beyond the general line ot' the car. At the corners, where the side sills are joined with the end sills, are provided gusset-plates 28 and 29, which are secured, respectively, above and below said sills, the gusset 29 being a llat plate and the gussetplate 28 being flanged upwardly along its outer end portion. Secured to and above the center sills at their end portions are plates 30, which plates extend nearly t0 the end sills and flanged upwardly on their outer ends, as shown at 31. Resting on the gussets 28 and plate 30 are the nailing-strips 32, to which are secured the lower ends of the end walls of the car, which end walls terminate above the end sills, whereby is left a slight space between said end sills and side wall, through which water may drip which would otherwise remain standing on the upper face of the end sill and cause rusting thereof, to theinjury of said sill and the end walls. The end sills are connected to the side sills and center sills by means of brackets 33, which serve as supports for the end sills. In line with. the side sills are push-pole pockets 34, riveted to said end sills. Brackets 35, with reinforcing-flanges 36, are secured to the outer side of said side sills in line with said pushpole pockets, so as to reinforce the end sills thereat, the upper portion of said flanges 36 serving as supports for the ends of the outer nailing-strips 24 and the vertical flanges abutting against the rear face of the end sills, as best seen in Fig. 7. Extending obliquely across between the center sills are strips 37, forming a lattice extending the length of said center sills between the transoms, which lattice is used to stiffen said center sills, said sills acting as a column under stress induced by pull from the truss-rods before described. The end sills are cut away between the center sills, and surrounding said cut-away portion is the casting 40, provided with openings for the draft-rigging, &c., common to railwaycars, but not shown herein, as I do not claim the same.

I am aware that minor changes in the construction, arrangement, and combination of the several parts ofY my device can be made and substituted for those herein shown and described without in the least departing from the nature and principle of my invention.

Having thus described my invention, what I claim as new, and desire to secure by Letters 1. In an underframing for railway-cars, a transom having a tension member extending from under the side sills upwardly and over the center sills, a compression member extending under the center sills to said tension member where both members are joined to the side sills, and an interposed ller-block in which is held a kingfbolt; substantially as described.

2. In an underframing for railway-cars, a transom having a tension member which serves as a su pport, with which is connected IOO IIO

means for supporting the ends of tension-rods l extendinglongitudinally of the car; substantially as described.

3. In an underframing for railway-cars, a transom comprising a continuous tension member and a continuous compression member, the former being turned downwardly and outwardly to form supports for side sills, side sills thereon, and interposed filler-blocks, all connected rigidly together; substantially as described. 1.

4. In an underframing for railway-cars, end sills, center sills continuous from end sill to end sill, a transom comprising a tension memberand a compression member: joined and bent downwardly at their outer end portions, the tension member forming a seat at its ends, and side sills resting thereon; substantially as described.

5. In an underframing for railway-cars, center sills, end sills joined thereto, side sills connected to said end sills, Z-bars connected with the outer side of said side sills forming pocket-s for nailing-strips, and brackets at the end sills adapted to resist said end sills and support the ends of said nailing-strips; substantially as described.

6. In an underfraniing for railway-cars, center sills, side sills, floor-beams relatively of less depth than said sills, and Z-bars secured to said side sills substantially in line with said door-beams, said Z-bars forming pockets for nailing-strips; substantially as described.

7. In an underframing for railway-cars, center sills, side sills, tloor-beamsrelatively of less depth than said sills, Z-bars securedY to said side sills substantially in line with said Hoor-beams, said Z-bars forming pockets for nailing-strips, and nailing-strips resting therein, which strips project above the plane of said side sills; substantially as described.

8. In an underframing for railway-cars, center sills, a transom cover-plate connected therewith, an Vauxiliary cover-plate between said sills and cover-plate, said auxiliary coverplate extending beyond said center sills in one direction and to a point about midway between said transom-plate and the end sill in another direction, in line with which itis connected to said center sills; substantially as described. Y

9.V In an underframing for railway-cars, center sills, a transom cover-plate, an auxiliary plate connected therewith, an d truss-rod supports connected with said auxiliary plate; substantially as described.

10. In an underframing for railway-cars, center sills, a transom cover-plate and an auxiliary plate connected with the upper lianges of said center sills, and truss-rod supports supported beneath said plates; substantially as described.

11. In an underframing for railway-cars,

:truss-rod supports secured to the under side of said plate; substantially as described.

center sills, a plate connected therewith, and truss-rod supports secured to the underside stantially as described.

13. In anu underframing for railway-cars, center sills, a plate connected therewith, and

of said plate and interlocking therewith through openings in said plate; substantially as described.

14;. In an nnderfraining for railway-cars, a skeleton transom, and truss-rod supports connected with the under face of the tension member of said transom; substantially as described. 1

15. In an underframing for railway-cars, center sills, and endsills connected therewith, said end sills consisting of Z-bars whose oppositely-disposed legs project respectively under said center sills and outwardly therebeyond; substantially as described.

16. In an underframing for railway-cars, center sills, side sills, end sills formed of single from said center sills, and supporting-brackets secured to said side sills forming abutments torsaidend sills; substantially as described.

17. In an und'erfraining for railway-cars, end sills, side sills, and brackets withlateral iianges thereon adapted to serve as reinforcing means for said end sills; substantially as described.

1S. In an undertraining for railway-cars, side sills, end sills, push-pole pockets on said end sills, and brackets on said side sills serving to reinforce said push-pole pockets and also adapted to serve as supportingmeans for thel ends of nailing-strips; substantially as described. v

19. In an underframing for railway-cars, side sills, center sills, a cover-plate thereupon extending partly within a transom, gussetplates with upturned iianges near the ends of said side sills, and diagonal braces extending from said gussets to said cover-plate; substantially as described.

20. In an underframing for railway-cars, side sills, center sills, a cover-plate secured thereupon, a plate with upturned angles Vnear the ends of and secured to said center sills, gusset-plates with upturned angles neartlie ends of said side sills, and diagonals extending from said gussets to said cover-plate; substantially as described."

21. In an underframing' for railway-cars, center sills, side sills, means for supporting cured thereto, and end sills so constructed and for the passage ofwater therethrough; `subcenter sills, a plate connected therewith, and

istantially as described.

12. In an undert'ramingtor railway-cars,

of saidplate and interlocking therewith; subtruss-rod supports secured to the under side i Z-bars,one ilan ge of which extends outwardly nailing-strips for the end walls, end walls searranged with relation thereto as to leave af space between the same and said end wallsv IOO IIO

22. In an underframing for railway-cars, signature, in the presence of two Witnesses, center sills, transoms, truss-rods, and supthis 17th day of December, 1902. porting means for said truss-rods supported between the center sills and the upper mem- GEORGE I' KING 5 ber of said transomsg substantially as de- VVitnes'ses:

scribed. WM. A. CROLL,

In testimony whereof I hereunto ax my JOHN H. FRANK. 

